2020 Kia Seltos vs Hyundai Kona vs Honda HR-V vs Subaru XV

With the Seltos, Kia Philippines thinks they have one of the hottest rides around and who could blame them? The sub-compact crossover segment is absolutely lit with choices and everyone, and we mean everyone wants a piece of the action—including Chinese brands you probably haven’t even heard of.

But of course, Kia’s not going that route. Leave the sub-million crossovers to the JACs, GACs, BACs, DACs, and whatever “ACs” there are in the world. Instead, the Seltos is targeting market space occupied by more premium choices—you know, against the likes of the Honda HR-V, Subaru XV, and its platform twin, the Hyundai Kona.

Let’s see how it stacks up.

Sporting a 2.0-liter 4-cylinder engine from Hyundai/Kia’s “Nu” family, the Seltos makes 149 horsepower and 179 Nm of torque—figures that are actually very comparable with the rest of the segment, including the Honda HR-V’s 1.8-liter mill. The Subaru XV’s 2.0-liter Boxer does edge the rest in grunt, but that’s negated by having to carry close to 200 kilograms of more weight because of its all-wheel drive drivetrain.

Apart from its drivetrain advantage, the Subaru is the only one in this group to offer independent suspension at all four corners and even vented disc brakes, too. It also has the largest tire size in the group at 225/55 R 18s, while the rest ride on exactly the same size of rubber: 215/55 R 17s.

Exterior-wise, the Subaru XV is also largest in this group, sports the largest wheelbase, and has the highest ground clearance, but it’s quite surprising that the Seltos (and the Kona) matches the Subaru in overall width and height.

Despite its exterior size advantage though, the Seltos does manage to optimize its interior very well. Aside from having best-in-group front and rear headroom, it does beat the Honda HR-V in terms of front leg and rear shoulder room. Compared to its mechanical twin though, the Seltos trounces the Kona in all but front leg room.

Priced at P 1.498-million, the Seltos (at least in SX trim) is the second most expensive model. Yet, a quick scan through the standard features shows it doesn’t really stand out in any department. Its convenience features are matched almost line-by-line to the Honda HR-V RS! At the polar opposites of this group are the Hyundai Kona at P 1.188 million and the Subaru XV at P 1.668-million. But it becomes a case of “you get what you paid for” with the Kona not even getting leather seats and reverse camera/sensors. On the other hand, the Subaru XV is the only one here with collision avoidance tech (Subaru EyeSight), powered driver’s seat, and a sunroof!

Feel free to nerd out with the rest of the specs below.

2020 Toyota Corolla Altis vs Mazda3 vs Honda Civic vs Subaru Impreza vs MG 6

Forget crossovers, SUVs, and pickups for a minute—there’s a compact car war brewing resulting in a wider, more competitive range of choices. Starting with the arrival of the refreshed Civic early this year, the battlefield is now joined by two other compact car stalwarts: the 2020 Mazda3 and 2020 Toyota Corolla Altis. All these tables are high-res, so feel free to download them (please, no cropping of the watermark though...we know who does this).

Until such time when we can bring these compacts for an on-road comparo, here’s how they stack up on paper. In this multi-panel comparo, we first look at how the Corolla Altis, Honda Civic, and Subaru Impreza compare dimensionally.

Here, the Mazda3 shows that it’s slightly longer (with a longer wheelbase) than the rest. However, this doesn’t translate into interior room, where the Civic, and surprisingly, the Impreza beat out the Mazda3 and Corolla Altis in front room. The Toyota though exacts its revenge in rear legroom, beating even the voluminous Civic by 102 mm. Even without a tape measure, the Mazda3’s rear quarters are tight, but getting the exact measurements reveal it’s 35 mm smaller than the next smallest entry (Impreza) and a whopping 160 mm smaller than the Corolla Altis.

Next up, we pit the Corolla Altis 1.6 V against three others in the same price range: the Mazda3 1.5 Premium, Honda Civic 1.8 E, a wildcard, the MG 6 Trophy. Now, while the Corolla Altis shares its price with the Civic, it does manage to outgun the Mazda3 and Civic in almost every department—a clear indication that Toyota’s done their homework this time around. It also shows that, without a doubt, Toyota sees a bulk of Corolla Altis sales in this segment.

As we go higher up to compact cars in the P 1.5 million price range, the Corolla Altis 1.8 V Hybrid finds itself against some healthy competition: the Mazda3 2.0 Premium, Honda Civic RS Turbo, and the wildcard of the bunch, the Subaru Impreza 2.0i-S. Apart from the uniqueness of that hybrid powertrain, Mazda has successfully turned the tables here by being the most loaded in terms of luxury, convenience, and safety features. It’s the only one in the bunch to offer a premium sound system (a 12-speaker Bose system), a full-featured infotainment system, and even a full suite of driver assist tech. Sadly for Honda, it also shows how the Civic RS Turbo is simply outgunned in terms of features, beaten even by the Subaru.

Whatever you choose, it’s pretty obvious that buyers will be spoilt for choice. The resurgence in the compact sedan market is very welcome, especially for those who don’t want to ride the crossover or SUV wave just yet.

2019 Kia Forte GT vs 2019 Honda Civic RS Turbo

There is no greater cynic than a Honda Civic fanboy. Whether that has to do with the cult following of the 1990s Civic SiR, or because they happen to be better keyboard warriors is a debate best left for another day, but the fact of the matter is: they’ll defend their beloved compact, maybe to the death.

Unfortunately for these people, they need to wake up. The cult status of the Civic as a brand aside, it’s facing extreme competition from all sides. Sadly, their acerbic nature comes out whenever something else other than Honda’s compact wins at anything. Bracing for what could be yet another source of fanboy tirade, the top-trim RS Turbo faces its most convincing competitor yet, the Forte GT. Already beating Honda’s compact in the latest U.S.-based J.D. Power APEAL study, it’s time to see if Kia can also turn the tables around in the Philippines.

Exterior

This is a tough one to call. The Honda Civic has been in its best shape in years, buoyed by the fact that it’s seen a refresh just this year. The changes are fairly minor—limited only to a new front bumper, an extra RS badge in the grille, and those tasty-looking 18-inch wheels. Without a doubt, the long body and low stance are the right foundations to lay down a chiseled, slightly angry looking design. Even more surprising is how it’s managed to withstand the test of time—something no one could have predicted three years ago when it first hit the market.

While Honda’s embraced the Japanese anime robot culture, Kia’s gone the European route with the Forte. Foregoing crisscrossing lines and exaggerated details, the Forte is understated and definitely more grown-up. For some, it looks too subdued, but a closer look though reveals a spattering of details here and there. Using the DRLs as an integrated design element is neat, and so is the full-length Heckblende taillights. As the GT variant (not just GT Line, mind you), the high-gloss black grille has a nice mesh pattern, interwoven with red elements (again, it’s all about being subdued). The high-gloss body kit continues all throughout the car up until the lip spoiler. Honestly, the Forte GT would have stood a chance, if only they opted to fit in standard 18-inch wheels (it only runs on 17s).

Winner: Honda Civic RS Turbo

Interior

With both of these compact sedans proclaiming they’re designed with a sporty intent; they both offer a predominantly black interior with some aluminum trimmings thrown in. However, they do differ in execution, resulting in a different look and feel. As suggested by its exterior, the Civic goes high-tech. The low-slung seats, all-digital gauges, and a touchscreen audio system make it feel like you’re piloting a spaceship than a compact sedan. It was so gimmicky that the revamps for 2019 are focused on improving usability like the removal of the poorly-executed touch sensitive slider on the steering wheel, and the addition of physical knobs and buttons on the 7-inch infotainment screen. Sadly, the overall response from the two digital screens is painfully slow, taking moments to go from menu to menu.

Avoiding gimmicks and concentrating on a proper driver’s environment is the primary reason why the Kia Forte GT wins this round. Fit and finish are surprisingly at par with the Civic, but the Forte just blends all the different elements better. The traditional analog gauges are straightforward and easy to understand, while the infotainment’s giant 8-inch display is legible—even to the car tailing behind you. Easily though, the best part of the Forte are the areas which actually come in contact with the driver. Peter Schreyer’s Teutonic influences are certainly coming out there with the sport seats, steering wheel, and shifter feeling more in line with a Golf GTI than anything else.

Winner: Kia Forte GT

Space and Practicality

Almost nothing separates these two in terms of space. Kia will be quick to point out that the Forte has slightly more rear legroom, but it’ll take a tape measure to properly quantify that. As it stands, both have equally good head-, shoulder, and legroom for both front and back passengers. Interestingly enough, Honda’s decision to mount the seats low means a bigger sense of space for the back passengers (at the expense of harder ingress/egress). Couple this with the absence of rear air vents and soft-type seat backing (the Forte uses hard plastic), and three full-grown adults sitting abreast will find it a more comfortable experience.

Storage areas for small items like loose change and mobile phones are plenty on both vehicles, though their execution varies. In the Forte, it’s found as a two-tier vertical shelf in front of the shifter, and a pair of cupholders and a lidded center consoles near the center; while in the Civic, it’s a two-tier horizontal shelf in front of the shifter then a convertible lidded center console that doubles as cupholders. Both have their own set of advantages and disadvantages. If you remove your wallet when you drive, the Forte’s for you. If you regularly buy giant drinks at a drive thru, the Civic’s the way to go. Both though offer fast 2.1-amp charging capabilities and integrated Apple CarPlay and Android Auto.

Winner: TIE

Performance

The Honda Civic, particularly the RS Turbo is the current performance barometer by which other compact cars are measured against. True enough, 100 km/h comes in at about 7 seconds—befitting the figures generated by its turbocharged 1.5-liter engine. With 173 horsepower and 220 Nm of torque, there’s some nice shove, especially when the gas’s floored. Don’t mistake it for a pocket rocket though. Opting for a more mature feel, the Civic is now more about smoothness and civility along with the tractability. The CVT is the RS Turbo’s weakest point. While it’s great for the traffic crawl, it takes a split-second for it to adjust for any abrupt throttle input. Fuel economy is 8.1 km/L.

Compared to the aurally-numb character of the Civic’s engine, the Forte GT’s very own forced induction 1.6-liter engine is ear-gasmic. With a sport-tuned exhaust, there’s already some telltale rumble at idle. From there, it only gets better. Let her rip, and it’ll let out a crack and pop when you let go near the redline. Producing some 204 horsepower and 265 Nm of torque, it outguns the Civic’s outputs; but, because of a heavier curb weight, its 0-100 km/h end up being a close match (some say a 0.1 second difference, in favor of the Forte). The accompanying 7-speed dual clutch is responsive, and surprisingly civil with none of the shift shock or jerkiness commonly plaguing this kind of gearbox. Once or twice though, you’ll feel the clutch slipping between first and second gear—but that’s down to indecisive throttle inputs than anything else. For as long as you’re committed with your right foot, it’s alright. Fuel economy fairs better at 8.77 km/L.

Handling-wise, the Civic and Forte GT are at the opposite sides of a coin. The Honda manages to oblige when tossed around corners, but you get a sense that it does so with cold-hearted, clinical precision. The steering is planted and secure, with plenty of grip while the ride is balanced between sportiness and comfort. The transition to sportier Michelin tires does result in more tire noise permeating the cabin. Meanwhile, the Forte GT is emotional and hot-tempered. If its crack and pop exhaust doesn’t prepare you enough, toss it through a bend and you’ll see what it’s capable of. The steering is weighty and precise. The cornering ability is impressive, going through transitions willing and ably. It also remains behaved—like it’s made to eat mountain roads for breakfast. That said, be careful when you put the power down, it can easily snap into torque steer. Also, the ride is definitely stiffer. Still, it’s a livable aspect because the fun factor simply outweighs the slight discomfort; unless you happen to drive your mother every day.

Winner: Kia Forte GT

Value for Money

This is where things really get interesting. The Forte GT is supposed to be, at least in other countries, a competitor against the Civic Si—the one-down from the Type R variant. Yet here, it sits at just P 42,000 more than the RS Turbo. You can look at this either as Kia trying its value positioning in the performance sedan market, or Honda simply gouging the Filipino car enthusiast.

On one hand, the Forte GT does have the performance-oriented features—features that enable it to battle compact cars a notch higher. But, take a closer look and you’ll see some sacrifices to shoe-in the price below the P 1.7 million range. Its biggest crimes? The lack of a one-touch up for the driver’s window and opting to put a meager lap belt for the center rear passenger. On the other hand, it has power seats for both front occupants, rear vents for the back, and front and rear proximity sensors—all three which are absent in the Civic RS Turbo. In short, neither are terribly loaded, nor are they beacons of value.

Winner: TIE

Verdict

Priced at P 1,608,000 for the Civic RS Turbo and P 1,650,000 for the Forte GT, these two compacts represent the priciest options in the segment. They also are the only two turbocharged offerings (unless you count the MG 6). At this point, even Honda fanboys will agree that the Civic RS Turbo isn’t the glowing car it once was. Though critics will surely say that it was a victim of the excise tax, its refresh this year was a lost opportunity to add feature that’ll make the price more palatable.

By relying simply on its turbocharged engine, and perhaps a bit of its heritage, Honda has made its compact more vulnerable to competition. If the likes of the Corolla Altis and Mazda3 aren’t worrying enough, an out of left field challenger like the Forte GT should be. It may not be a landslide win for Kia, but it’s a win nonetheless. As it stands, it should serve as a wakeup call for Honda and its fanboys—the competition has certainly caught up.

Winner: Kia Forte GT

2019 Kia Forte GT vs 2019 Honda Civic RS Turbo
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Ownership	2019 Kia Forte GT	2019 Honda Civic RS Turbo
Year Introduced	2019	2016 (Refreshed: 2019)
Vehicle Classification	Compact	Compact
The Basics
Body Type	4-door sedan	4-door sedan
Seating	5	5
Engine / Drive	F/F	F/F
Under the Hood
Displacement (liters)	1.6	1.5
Aspiration	Turbocharged	Turbocharged
Fuel Delivery	Direct Injection	Direct Injection
Layout / # of Cylinders	I4	I4
BHP @ rpm	204 @ 6,000	173 @ 5,500
Nm @ rpm	265 @ 1,500-4,500	220 @ 1,700-5,000
Fuel / Min. Octane	Gasoline / 91~	Gasoline / 91~
Transmission	7 DCT	CVT
Cruise Control	Yes	Yes
Fuel Economy @ Ave. Speed	8.77 km/L @ 16 km/h	8.01 km/L @ 15 km/h
Dimensions and Weights
Length (mm)	4,640	4,649
Width (mm)	1,800	1,799
Height (mm)	1,450	1,416
Wheelbase (mm)	2,700	2,698
Curb Weight (kg)	1,335	1,305
Suspension and Tires
Front Suspension	Independent, MacPherson Strut	Independent, MacPherson Strut
Rear Suspension	Independent, Multi-link	Independent, Multi-link
Front Brakes	Vented Disc	Vented Disc
Rear Brakes	Disc	Disc
Tires	Kumho Ecsta HS51 225/45 R 17 W (f & r)	Michelin Pilot Sport 4 235/40 R 18 Y (f & r)
Wheels	Alloy	Alloy
Safety Features
Airbags	6	6
Anti-Lock Brakes (ABS)	Yes	Yes
Traction / Stability Control	Yes	Yes
Front Seatbelt	3-pt ELR with pre-tensioner x 2	3-pt ELR with pre-tensioner x 2
Rear Seatbelt	3-pt ELR x 2, 2-pt Lap x 1	3-pt ELR x 3
Traction / Stability Control	Yes	Yes
ISOFIX Child Seat Anchor	Yes	Yes
Parking Sensors	Front & Rear, with Rear Camera	No, with Rear Camera
Other Safety Features	Hill Start Assist	Hill Start Assist
Exterior Features
Headlights	LED	LED
Fog Lamps	Yes	Yes, LED
Auto Lights	Yes	Yes
Rain-sensing Wipers	No	Yes
Interior Features
Steering Wheel Adjust	Tilt/Telescopic	Tilt/Telescopic
Steering Wheel Material	Leather	Leather
Seating Adjustment (driver)	8-way Electric	6-way Electric
Seating Adjustment (front passenger)	2-way Electric	Manual
Seating Surface	Leather	Leather
Folding Rear Seat	Yes, 60/40	Yes, 60/40
On-Board Computer	Yes	Yes
Convenience Features
Power Steering	Yes	Yes
Power Door Locks	Yes	Yes
Power Windows	Yes	Yes
Power Mirrors	Yes, with Fold	Yes, with Fold
Climate Control	Dual Zone, with Rear Vents	Dual Zone
Proximity Key	Yes	Yes
Audio System	Stereo CD MP3 Aux USB Bluetooth Apple CarPlay Android Auto	Stereo USB HDMI Bluetooth Apple CarPlay Android Auto
# of Speakers	6	6
Steering Controls	Yes	Yes

2019 SsangYong Rexton 4x4 vs 2019 Nissan Terra VL 4x4

When SsangYong unveiled its 7-seater Rexton SUV, interestingly enough they dedicated one slide to its market positioning. With the mid-sized 7-seater SUV segment proving to be the market shaper in the local scene, the Korean automaker opted to compete in segments that represent the biggest bulk of sales. Third largest or 16 percent of sales belong to SUVs priced between P 2 to P 2.250 million, and this is where the top-dog Rexton, the 4x4 finds itself in.

Equally late to the 7-seater SUV game is the Terra. Despite being a clearly lucrative segment, Nissan bided their time, played it safe, and launched their own offering just last year (though honestly, it feels longer). Still, it’s managed to make strides, helping catapult the Japanese carmaker to number three in overall sales locally.

With two new entrants, which one deserves the attention and which one can be labeled: too late the hero. Stick around and find out.

Exterior

Right off the bat, it’s very clear that SsangYong and Nissan took two very different directions when styling their SUV. With the Terra being based off the Navara pickup, the overall vibe is somewhat utilitarian and rugged. With the high-looking stance, large fender gaps, and side step boards, it quickly communicates its go anywhere capability. Nonetheless, it’s not exactly the most head-turning SUV out there (it wasn’t a head-turner when it was launched last year either), but the simple, straightforward design is agreeable to everyone. Therefore, think of the Terra as a blank canvas that’s easily modifiable to each owner’s tastes.

With no pick-up based passenger vehicle or PPV in Korea, SsangYong looked west for the Rexton’s design direction. Squint hard enough and there are strong hints of American-style SUVs here from the general silhouette, slab-sided body, low-profile rubber, and doors that run all the way down the sill. And despite the questionable design of past Rextons or SsangYongs for that matter, this one’s actually pretty handsome. Park it next to any other PPV and it can stand tall and proud. It’s peppered with design cues from its smaller brother, the Tivoli XLV, minus any of the oddities.

Winner: SsangYong Rexton

Interior

The Terra’s Plain Jane design could have been forgiven if only they produced an SUV with a cabin worthy of a P 2.1-million price tag. Sadly, that’s not the case. Climbing aboard (made extra hard because there are no grab handles on the driver’s side) means taking a trip back to ten years ago or when the first-generation PPVs came out. There’s not an ounce of style in here, just a straightforward execution. There are no soft plastics here, too. Knock on the dashboard, the door panels, the center console—they’re all hard to the touch. It’s a shame because the build quality is actually pretty solid and there are been genuine efforts to spruce things up from the full-featured infotainment system and plush brown leather seats.

On the other hand, the Rexton continues to school the Terra with its stellar interior execution. Visually it already satisfies with its horizontal control motif, quilted leather seats, and abundance of piano black accents. Then it simply takes the whole SUV experience to the next level. Open the door and the driver’s seat automatically slides backward for easy entry (and there’s actually a roof-mounted grab handle too). A welcome chime, along with some fancy gauge animation from the programmable 7-inch high-res LCD screen embedded in the instrument cluster greets the driver. Then he discovers the ventilated seats, moon roof, and a whole lot more. This here feels like the absolute opposite of utilitarian. Having said that, the Rexton’s not entirely infallible. There are still some plasticky bits, but there are few and far between.

Winner: SsangYong Rexton

Space and Practicality

Dimensionally, almost nothing separates the Terra and the Rexton: the former is longer overall and taller, while the latter is wider with a longer wheelbase. True enough, they end up pretty even in real life. With the extra width and wheelbase, along with the more supportive seats (across all three rows, actually), the SsangYong’s better when the head count’s limited to five. However, because the second row doesn’t slide and tumbling them to get to the third row is a cumbersome three-step affair, the utility of the third row is quite limited. While the rearmost seats have a better pitch compared to the Nissan’s, the occupants here will find their hairdos tussled by the headliner while keeping their knees up throughout any trip.

Funny, because the opposite is true for the Terra. Despite its famed Zero Gravity Seats, it loses to the Rexton in terms of overall comfort, in as far as the first two rows are concerned. Yet, the compromise has increased its flexibility. With second row seats that tumble down with a single lever (or via a button on the center console), getting into the rearmost seats is much easier. It’s also more habitable with acceptable levels of headroom and a floor that’s been scooped out to keep the knees down. Moreover, the second row also slides fore and aft allowing more freedom in maximizing space across all three rows of seats. Oh, and while both have pretty good climate control systems, it must be said that the Terra’s air vents are spread across all three rows on the ceiling, while the Rexton makes do with a console-mounted one on the second row and side-blowing one on the third row.

Moving onto the cargo hold, it’s surprising that neither SUV could provide a completely flat luggage area; requiring a secondary “floor” instead. Visually, it seems the Rexton can hold wider stuff (say, two full-sized luggage side-by-side), while the Terra can hold taller stuff (the same two luggage placed one on top of the other); though the difference doesn’t seem much. Funny though that the SsangYong’s third row folds with one single pull tab while the Nissan takes two.

Winner: TIE

 Performance and Fuel Economy

In the process of engineering the Terra, without a doubt Nissan benchmarked other PPVs. As a result, it’s currently one of the top choices in the segment. Limited by its pickup-based platform which was, mind you, engineered to have a rear coil spring setup from the get-go, it rides well enough, especially when going over larger obstacles like humps and crater-sized potholes. However, it gets easily upset with smaller imperfections, shimming as opposed to gliding through them. Nonetheless, given the typically low ride comfort standards of a PPV, it scores pretty high.

The arrival of the Rexton therefore is very unfortunate for an SUV that’s supposedly the cushiest one around. It easily trounces everyone with a well-tuned suspension that irons out the choppiness typically associated with body-on-frame SUVs. The shock absorber’s rebound stroke could be better tuned, but at least the seats are able to absorb most of the impact. Both have weighty hydraulic-assisted steering, but the SsangYong’s is slightly lighter.

Hand-in-hand with the Rexton’s superb ride is its 2.2-liter 4-cylinder engine. It’s down on both horsepower and torque versus the Terra’s 2.5-liter 4-cylinder unit, but not by much. The powerplant feels more responsive while also offering NVH isolation that puts the SsangYong on a whole different level. Whereas the Nissan’s diesel rattle is vocal and the shudders transmitted through the floor and to the pedal box, the Rexton has none of them. However, both SUVs suffer from indecisive 7-speed gearboxes, though at least in the Rexton’s favor, it doesn’t end up lurching the entire vehicle in stop-and-go traffic. With similar weights, power outputs, and amount of forward gears, it’s no surprise that fuel economy between these two are closely matched with the Rexton doing 7.69 km/L at 16 km/h, while the Terra doing 7.14 km/L at a slower 13 km/h average.

Winner: SsangYong Rexton

Value for Money

Utilitarian the Terra may be, but Nissan used this as an opportunity to introduce its Nissan Intelligent Mobility to the mass market. Thus, it takes the lead here with driver assistive tech such as Lane Departure Warning, Blind Spot Warning, a camera for the rear-view mirror (Intelligent Rear View Mirror) and a 360-degree camera with Moving Object Detection. It also has tire pressure monitoring and a video monitor for the rear seats. Among the two, it’s also more trail-ready with a locking rear differential and LSD.

As cool as all the tech in the Terra is, can it sway buyers from more traditional forms of luxury offered by the Rexton? Features like larger wheels, tilt/telescopic steering wheel, powered ventilated seats with three-setting memory for the driver, one-touch up/down windows, moon roof, electronic parking brake with auto hold, and a power tailgate are exclusive features on the SsangYong for an additional P 124,000 (P 2,230,000 versus P 2,106,000). This doesn’t even include the Rexton’s all-inclusive 3-year free PMS package that alone saves buyers around P 50,000. Perhaps the only thing going against the SsangYong is its questionable residual value and limited dealer footprint (there’s only one for now). Still, with such a large disparity in features versus price, the Rexton may be a good new car gamble.

Winner: SsangYong Rexton

If the Rexton had not appeared in its current shape, form, and price, the Terra would have kept its position as an easy to love, easy to recommend mid-sized SUV. Its impressive list of driver assist features gives it a slight advantage against the competition let down by its run-of-the-mill design and terribly pedestrian-looking interior. If only the goalpost were placed further than it current is, then the Terra could have been king. As it stands though, Nissan just wanted to be a notch above the competition, and the Terra did so, if only just.

Sadly, in the game for SUV supremacy, the rule of the Terra is short-lived and the new ruler comes from an unlikely source. The SsangYong Rexton may be the newest kid on the block, but it’s managed to arrive with guns blazing. There may be some uncertainties connected to the brand, and they’re well-founded; but as far as products go, this Korean has successfully upset the Japanese. The Rexton is the mid-sized SUV’s new king. Long live the king.

Winner: SsangYong Rexton

2019 Nissan Terra VL 4x4 vs 2019 SsangYong Rexton 4x4
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Ownership	2019 Nissan Terra VL 4x4	2019 SsangYong Rexton 4x4
Year Introduced	2018	2019
Vehicle Classification	Mid-sized SUV	Mid-sized SUV
The Basics
Body Type	5-door SUV	5-door SUV
Seating	7	7
Engine / Drive	F/4WD, part-time, low	F/4WD, part-time
Under the Hood
Displacement (liters)	2.5	2.2
Aspiration	Turbocharged	Turbocharged
Fuel Delivery	Common Rail Direct Injection	Common Rail Direct Injection
Layout / # of Cylinders	I4	I4
BHP @ rpm	190 @ 3,600	181 @ 4,000
Nm @ rpm	450 @ 2,000	420 @ 1,600-2,600
Fuel / Min. Octane	Diesel	Diesel
Transmission	7 AT	7 AT
Cruise Control	Yes	Yes
Fuel Economy @ Ave. Speed	7.14 km/L @ 13 km/h	7.69 km/L @ 16 km/h
Dimensions and Weights
Length (mm)	4,885	4,850
Width (mm)	1,865	1,960
Height (mm)	1,835	1,800
Wheelbase (mm)	2,850	2,865
Curb Weight (kg)	2,118	2,105
Suspension and Tires
Front Suspension	Independent, Double Wishbone	Independent, Double Wishbone
Rear Suspension	Five-Link, Coil Springs	Five-Link, Coil Springs
Front Brakes	Vented Disc	Vented Disc
Rear Brakes	Drum	Disc
Tires	Bridgestone Dueler H/T 684 II 255/60 R 18 H (f & r)	Hankook Dynapro HP2 255/50 R 20 H (f & r)
Wheels	Alloy	Alloy
Safety Features
Airbags	6	6
Anti-Lock Brakes (ABS)	Yes	Yes
Traction / Stability Control	Yes	Yes
Front Seatbelt	3-pt ELR with pre-tensioner x 2	3-pt ELR with pre-tensioner x 2
Traction / Stability Control	3-pt ELR x 3 (2nd row), 3-pt ELR x 2 (3rd row)	3-pt ELR x 2 + 2-pt Lapbelt x 1 (2nd row), 3-pt ELR x2 (3rd row)
ISOFIX Child Seat Anchor	Yes	Yes
Parking Sensors	Yes, Rear, with 360-degree camera	Yes, Front & Rear, with Camera
Other Safety Features	Hill Start Assist Hill Descent Control Tire Pressure Monitoring System Lane Departure Warning Blind Spot Warning	Hill Start Assist Hill Descent Control
Exterior Features
Headlights	LED	HID
Fog Lamps	Yes, Front	Yes, Front (LED), Rear
Auto Lights	Yes	Yes
Rain-sensing Wipers	Yes	Yes
Interior Features
Steering Wheel Adjust	Tilt	Tilt/Telescopic
Steering Wheel Material	Leather	Leather
Seating Adjustment (driver)	8-way Electric	8-way Electric, with Memory, Vented
Seating Adjustment (front passenger)	Manual	4-way Electric, Vented
Seating Surface	Leather	Leather
Folding Rear Seat	Yes, 60/40 (2nd row), 50/50 (3rd row)	Yes, 60/40 (2nd row), 50/50 (3rd row)
On-Board Computer	Yes	Yes
Convenience Features
Power Steering	Yes	Yes
Power Door Locks	Yes	Yes
Power Windows	Yes	Yes
Power Mirrors	Yes, with Fold	Yes, with Fold
Climate Control	Automatic, Dual (Front), Manual with Vents (Rear)	Automatic, Dual (Front), Manual with Vents (Rear)
Proximity Key	Yes	Yes
Audio System	Stereo MP3 Aux USB Bluetooth Apple CarPlay Android Auto Rear Monitor	Stereo MP3 USB Bluetooth Apple CarPlay Android Auto
# of Speakers	6	6
Steering Controls	Yes	Yes